You don't like to click links, so I'll make this easy for you (From the first link I gave you in your other thread about this problem last week. www.offroadsolutions.com )

http://www.offroadsolutions.com/tech-info/3-4l-5vz-fe-conversion/

Manual Transmission
There are 3 Toyota manual transmissions that will bolt-up to and work with the 3.4L 5VZ-FE.
The first is the R150 that is found in models with the 3.0L 3VZ-E. This transmission will bolt to the 3.4L using its own bell-housing. This 5-speed manual transmission is nearly identical to the unit placed behind a 5VZ-FE from the factory (also called the R150). The only note-able external difference between the older and newer R150 is the length of the input shaft, the depth of the bell housing, and the bolt pattern on the rear (4×4 models). The later (3.4L) version uses a longer input shaft and deeper bell housing. The newer version also uses a driver side output transfer case (except T100 models) with a different bolt pattern. This often means it is easier and more economical to use the older R150 from a 3.0L application.
The second manual transmission that can be used is the R151 manual transmission, found behind a 22R-TE (turbo). The 4×4 version is mated with a gear driven transfer case that is equipped with a beefy 23 spline input; one of the strongest transfer cases found in a Toyota, and a popular choice in the rock-crawling arena. The R151 also has a lower first gear ratio. This transmission will require the use of a bell-housing from a 3.0L R150 when used behind the 3.4L 5VZ-FE engine.
The third manual transmission that can be used is the R150 found behind the 3.4L 5VZ-FE engine, w/ its own bell-housing. In 4×4 models this transmission was mated to a LH drop transfer case. The only exception is the T100 version, which used a RH drop transfer case. The 3.4L R150 has a unique bolt pattern at the rear that will require the use of an after-market adapter to install a RH drop transfer case. This adapter will require the customization of a gear-driven Toyota transfer case, equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.
The flywheel from either the 3.0L or 3.4L engine can be used. In many cases, the 3.4L version is slightly larger, thus offering a little more strength. A pressure plate, disc and pilot bearing that match the flywheel application can be used. The release (throw-out) bearing needs to match the bellhousing that is being used; a 3.0L application for the old R150/R151, and a 3.4L application for the newer R150. ORS offers clutch kits and individual clutch parts for this conversion.
If using the 3.0L R150 in a 1984-1995 model originally equipped with a 22R/22R-E, the transmission crossmember from the R150 vehicle can be used to bolt the transmission into place without modifications. The drive-shafts from a matching model (wheelbase and 4WD configuration) can also be used to avoid costly modifications to the existing drive-shafts.
If you are using a manual transmission, we recommend using 3.4L donor parts from a manual transmission donor vehicle. This is largely due to a difference in electronics. The engine ECU (computer) and the engine wiring harness are different from manual (MT) to automatic (AT) applications. In an automatic application, the engine ECU is also used to operate the transmission. When an automatic ECU is used in a manual transmission application, there are many trouble codes triggered, due to the absence of the transmission sensor and solenoids. In addition to a ‘check engine’ light that never turns off, this may lightly alter the engine performance in some cases. To some people these issues are OK; in this case the AT stuff can be used and we can still provide parts for such a conversion.
In some situations we have found that a manual transmission donor vehicle can be difficult to locate. For this reason we have helped ‘convert’ many AT donor setups to work with an MT setup. With 1998 and later models this can be done by simply using an MT ECU from the models. With 1995-1997 models this will require the use of an MT ECU and engine harness combination.






AUTOMATIC TRANSMISSION

There are 2 automatic transmissions that will work with the 3.4L engine conversions.
The first is the A340, found behind the 3.0L 3VZ-E engine, used in Trucks/4Runners and T100s; 1988-1995. The 4×4 version of this transmission was equipped with a unique transfer case (Truck/4Runner models), using a computer-controlled shift solenoid for the low-range function. When using this transfer case in a 3.4L conversion, an additional control circuit must be added to the wiring for the operation of the L4 solenoid. ORS can accommodate this circuit in our conversion wiring harness.
The other obstacle when using the 3.0L A340 in this conversion is the input speed sensor. The sensor in this transmission functions differently than the sensor used in the 3.4L AT applications. While this can be driven, it results in an imperfect shift pattern and continuous trouble code. The exception to this problem is a T100 application, where the 3.4L transmission used the same sensor type as the 3.0L A340 transmission. For this reason, using a T100 donor application (or at least the ECU) will result in perfect shifting and no trouble codes when using the 3.0L A340.
In some cases, the use of a 3.4L neutral-safety switch due to connector shape may be required. Also, note that the 3.4L engine harness will require some connector modifications when using the 3.0L A340 transmission.
The second automatic transmission that can be used with the 3.4L engine conversion comes from a 3.4L 5VZ-FE application, and is also called the A340. This A340 is very similar to the older version, but contains small upgrades to the torque converter, planetary gearsets, and the forward clutch.
The transfer cases found behind the 3.4L A340 in 4×4 Tacoma/4Runner/Tundra models have a LH front drive output, all 1995 and earlier Toyota 4x4s use a RH front drive output. There are external differences between the new and old A340 that prevent the use of an older transfer case. For this reason, an adapter is available that allows the installation of an earlier gear-driven transfer case to the 3.4L A340 auto transmission. This RH front output, gear-driven Toyota transfer case must be equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.
If using the 3.4L A340 from a Tacoma/4Runner/Tundra application in a 4×4 vehicle during this engine conversion, the use of a different transmission oil pan will also be required for front driveshaft clearance. The proper oil pan is from a T100 application. ORS offers the parts to properly swap the transmission pan.
When using the 3.4L A340, the transmission cross-member and drive-shafts will likely require modification. The use of a 3.4L shifter assembly or modification to an existing 3.0L shifter will also be required.
When doing a 3.4L 5VZ-FE conversion with an automatic transmission, these parts must come from a 3.4L donor vehicle with an automatic transmission. This is largely because the engine harness and ECU contain much of the control circuit for the transmission.

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If you're going automatic, it looks like you need a gear-driven transfer case from a 22re...hopefully yours is gear-driven. You also need this conversion kit.
http://www.offroadsolutions.com/products/transmission-to-rh-transfer-case-adapter/

Here's another link that's full of information, as he's done 4 swaps including this 22re to 3.4 conversion. He looks to be the King of doing this swap with few extra/mix-n-match parts.
http://www.pirate4x4.com/forum/toyo...orum/toyota-truck-4runner/623423-87-4-runner-gets-22re-3-4-swap-auto-trans.html

 

OR
You could use what you have and do a solid axle swap on your truck using an axle with the diff on the correct side, like the Taco guys do.

 

I forgot about that option, fourwd1!

I'm more of a a 2WD guy...and I like bolts, nuts and holes where everything lines-up. And a FSM. (But you guys are WAY ahead of me in that respect.)

 

Sorry, I did look into your link on the other thread. This is my first swap, and it's just getting a little hard to remember what parts fit together. I'm just in a little over my head. This truck is my daily driver, so I'm not too keen on a solid axle. At the moment it looks like my original transfer case may work. I just need to put a 23 spline shaft in place of the current 21. I'll also need to move the shifter back onto the transfer case.

 

No need to apologize...I'm just sorry you bought parts you didn't need.

You have WAY bigger balls (and skills) than me, to undertake this swap on your DD. Make sure to read that entire last link, the one with the orange 4runner; he's done 4 of these swaps, and that one is exactly the same one you're doing now. He has cheap tricks for the exhaust rerouting and several other problems that pop up during this swap (like the 22re stabilizer bar won't clear the V-6 oil pan or drive shaft). He's also still active there, so it might be a guy worthy of a PM or two if you get stuck.

How are you handling the wiring issues, combining the two harnesses? He said tracing wiring for the '87 4Runner was a nightmare, as the same wire might change colors 3 times from the computer to wherever it terminates.

What is the recipient vehicle...year and transmission; I know it's a 4x4 truck. What transmission are you putting into it...auto or 5-speed?

GL.

 

Well, it's a 94 manual pickup with a 22re. My 96 automatic 4runner engine came with a complete harness. I'm just getting manual PCM terminal housing & repinning it. Turns out I had the correct transfer case all along, but with the wrong input shaft. I found the correct, 23 spline, shaft online, and I'm going to install that at school. I'll just sell the t case I bought online. The tranny & bell housing match the 5vzfe. Everything's starting to come together. I'm very excited about having bolt tensioned belts. The 22re's alternator was a pain in the a**. I had to do it 5 times within 2 years. Haha, lesson learned "don't buy parts from auto zone".